Hybrid coupling mechanism and motor vehicle

ABSTRACT

Some embodiments of the present disclosure provide a hybrid coupling mechanism and a motor vehicle. The hybrid coupling mechanism includes a fuel driven mechanism, a single row planetary gear mechanism, a clutch, an intermediate connecting shaft structure, a compound planetary gear mechanism, a first electric driving mechanism, a second electric driving mechanism and a power output mechanism, wherein the fuel driven mechanism, the first electric driving mechanism and the second electric driving mechanism are connected for output by the single row planetary gear mechanism and the compound planetary gear mechanism, and finally, power output is carried out by the power output mechanism.

TECHNICAL FIELD

The present disclosure relates to a technical field of hybrid vehicles,and more particularly to a hybrid coupling mechanism and a motorvehicle.

BACKGROUND

A power system includes an engine (internal combustion engine) and atransmission system consisting of a transmission, a differentialmechanism and a transmission shaft. Its function, is to provide adriving power required for a driving wheel for a vehicle. The internalcombustion engine has a certain speed and torque range, and achieves thebest working state in a small range, which is either the least fuelconsumption or the lowest harmful emissions, or both. However, theactual road conditions are ever-changing, not only in a speed of thedriving wheel, but also in a torque required by the driving wheel.Therefore, good matching of an optimal speed and torque of the internalcombustion engine, that is, an optimal power state, and a driving wheelpower state is the primary task of the transmission.

At present, the transmissions on the market mainly include two types oftransmission namely step-variable transmissions and continuouslyvariable transmissions. The step-variable transmissions are subdividedinto manual and automatic transmissions. Most of them provide a limitednumber of discrete input-output speed ratios through different meshingarrangements of a gear train or a planetary gear train. The adjustmentof the driving wheel speed between two adjacent speed ratios is achievedby a speed change of the internal combustion engine. The continuouslyvariable transmissions, whether mechanical, hydraulic, ormachine-electric, can provide an infinite number of continuouslyselectable speed ratios within a certain speed range. Theoretically, thespeed change of the driving wheel can be fully completed through thetransmission. In this way, the internal combustion engine can work asmuch as possible within the optimum speed range. Moreover, compared tothe step-variable transmission, the continuously variable transmissionhas better speed adjustment and can fully utilize the advantages of themaximum power of the internal combustion engine. Therefore, thecontinuously variable transmission has been an object of research byengineers all over the world for many years.

In recent years, the birth of a motor hybrid technology has opened up anew way to achieve complete power matching between the internalcombustion engine and a power wheel. Among many power assembly designs,the representative ones are series hybrid systems and parallel hybridsystems. In the motor series hybrid system, the internal combustionengine—generator—motor—shaft system—driving wheel constitutes a seriespower chain, and the power assembly structure is extremely simple. Thegenerator-motor combination can be regarded as a transmission in thetraditional sense. For the motor parallel system, it has two parallelindependent power chains, one consists of a traditional mechanicaltransmission, the other consists of a motor-battery system, themechanical transmission is responsible for speed adjustment, themotor-battery system adjusts the power or torque, and in order to givefull play to the potential of the entire system, the mechanicaltransmission needs to adopt the continuously variable transmission mode,and the structure is more complicated. In the parallel hybrid system,only part of the power passes through the motor system, so the powerrequirements for the motor are relatively low, and the overall systemefficiency is high. However, this system requires two separatesubsystems, which are expensive and usually only used in weak hybridsystems. The advantages of the series hybrid system are that a structureis simple and a layout is flexible. However, since all power passesthrough the generator and the motor, the power requirement of the motoris high, the volume is large, and the weight is heavy. Moreover, theefficiency of the entire system is low because the energy transferprocess is subjected to mechanical-electrical transformation andelectrical-mechanical transformation for two times.

SUMMARY

In view of this, in order to solve the above problem, some embodimentsof the present disclosure provide a hybrid coupling mechanism and amotor vehicle, various power driving modes and output speed ratios areprovided according to actual conditions, the overall system efficiencyis high, the structure can also be simplified, and requirements for amotor are reduced.

The technical solutions are as follows:

A hybrid coupling mechanism includes a fuel driven mechanism, a singlerow planetary gear mechanism, a clutch, an intermediate connecting shaftstructure, a compound planetary gear mechanism, a first electric drivingmechanism, a second electric driving mechanism and a power outputmechanism;

the fuel driven mechanism includes an engine, and a first input shaftconnected to the engine, the clutch corresponding to the first inputshaft;

the single row planetary gear mechanism includes a first sun gearfixedly arranged, a first planetary carrier provided on the first inputshaft, a first planetary gear provided on the first planetary carrierand meshing with the first sun gear, and a first gear ring meshing withthe first planetary gear;

the intermediate connecting shaft structure includes an intermediateinput shaft connected to the clutch, and a first brake corresponding tothe intermediate input shaft;

the first electric driving mechanism includes a generator, and a secondinput shaft connected to the generator, and the second electric drivingmechanism includes a driving motor, and a third input shaft connected tothe driving motor; and

the intermediate input shaft, is connected to the second input shaft,the first gear ring, the second input shaft and the third input shaftare connected to the compound planetary gear mechanism, and the compoundplanetary gear mechanism is connected to the power output mechanism.

The hybrid coupling mechanism includes one engine, two motors, onesingle row planetary gear mechanism, one compound planetary gearmechanism, a shaft gear system and the like. The two motors and theengine are connected by the two planetary-line gear mechanisms. Thedriving power required by a power wheel can be effectively supplementedthrough the two motors, thereby more rationally adjusting the enginepower and keeping a working state of the engine not or less affected byroad conditions, so that the engine can always work at the set optimalstate to improve efficiency of an entire system and greatly improve fuelefficiency of the entire system. Moreover, the engine and the generatorare connected by the two planetary-line gear mechanisms, a speed ratiois adjustable, a speed ratio range is large, and a volume of thegenerator can be reduced; and in a hybrid mode, the speed can beadjusted by the two planetary-line gear mechanisms, a working range ofthe engine is optimized, and the economic performance of the engine isimproved; moreover, the driving motor is connected for output throughthe planetary-line gear mechanisms, which can increase the speed ratioof the driving motor, and facilitate the high speed of the motor,thereby reducing a size of the motor, and facilitating space saving andweight reduction.

The technical solutions are further described as follows:

In an exemplary embodiment, the compound planetary gear mechanismincludes a second planetary carrier meshing with the first gear ring, asecond brake corresponding to the second planetary carrier, a second sungear connected to the second input shaft, a third sun gear connected tothe third input shaft, a second planetary gear and a third planetarygear provided on the second planetary carrier, and a second gear ringmeshing with the third planetary gear;

the second electric driving mechanism further includes a third brakecorresponding to the third input shaft, the second planetary gear mesheswith the second sun gear, the third planetary gear meshes with the thirdsun gear, the second planetary gear meshes with the third planetarygear, and the second gear ring is connected to the power outputmechanism.

In an exemplary embodiment, the hybrid coupling mechanism has a pureelectric driving mode, and in the pure electric driving mode, the secondbrake locks the second planetary carrier;

when the driving motor drives the compound planetary gear mechanismthrough the third input shaft, a single-motor electric driving mode isachieved; and

when the driving motor drives the compound planetary gear mechanismthrough the third input shaft, and the generator drives the compoundplanetary gear mechanism through the second input shaft simultaneously,a dual-motor pure electric driving mode is achieved.

In an exemplary embodiment, the hybrid coupling mechanism has an enginedirect driving mode, and in the engine direct driving mode, the thirdbrake locks the third input shaft; and

when the first input shaft meshes with the clutch, the first input shaftdirectly drives the compound planetary gear mechanism through theintermediate input shaft, and when the first input shaft is separatedfrom the clutch, the first input shaft drives the first gear ringthrough the first planetary carrier and drives the second planetarycarrier and the compound planetary gear mechanism through the first gearring.

In an exemplary embodiment, the hybrid coupling mechanism has an enginedirect driving mode, and in the engine direct driving mode:

when the second brake locks the second planetary carrier, and when thefirst input shaft meshes with the clutch, the first input shaft directlydrives the compound planetary gear mechanism through the intermediateinput shaft; and

when the first brake locks the intermediate input shaft and the secondinput shaft, and when the first input shaft is separated from theclutch, the first input shaft drives the first gear ring through thefirst planetary carrier and drives the second planetary carrier and thecompound planetary gear mechanism through the first gear ring.

In an exemplary embodiment, the hybrid coupling mechanism has a hybriddriving mode, in the hybrid driving mode:

the engine drives the compound planetary gear mechanism through thefirst input shaft or the single row planetary gear mechanism, and thedriving motor drives the compound planetary gear mechanism through thethird input shaft.

In an exemplary embodiment, the dual-planetary-line hybrid couplingmechanism further includes a power battery connected to the generatorand the driving motor, wherein the hybrid coupling mechanismautomatically achieves switching of various driving modes according to aState of Charge (SOC) value of the power battery and a required outputspeed value.

In an exemplary embodiment, a process of the hybrid coupling mechanismswitches a driving mode is as follows:

determining a magnitude relationship between the SOC value of the powerbattery and a first threshold, or simultaneously determining a magnituderelationship between the SOC value of the power battery and a firstthreshold and a magnitude relationship between the required output speedvalue and a second threshold;

switching a driving mode of the hybrid coupling mechanism according to adetermination result.

In an exemplary embodiment, the power output mechanism includes a poweroutput gear mechanism connected to the compound planetary gearmechanism, and a differential mechanism connected to the power outputgear mechanism; and the power output gear mechanism includes a firsttransmission gear meshing with the compound planetary gear mechanism, afirst transmission shaft connected to the first transmission gear, asecond transmission gear connected to the first transmission shaft, anda third transmission gear meshing with the second transmission gear,wherein the third transmission gear is connected to the differentialmechanism.

In addition, some embodiments of the present disclosure also provide amotor vehicle, including the hybrid coupling mechanism described above.

Some embodiments of the present disclosure have the followingoutstanding advantages:

1. An engine and a generator are connected by a planetary gearmechanism, the speed ratio is adjustable, the speed ratio range islarge, and a rotate speed of the generator is higher than a rotate speedof the engine, so that the torque demand of the generator is reduced,and a volume of the generator can be reduced.

2. In a hybrid mode, the speed can be adjusted by the planetary gearmechanism, the working range of the engine is optimized, and theeconomic performance of the engine is improved.

3. A driving motor is connected for output through the planetary gearmechanism, which can increase the speed ratio of the driving motor, andfacilitate the high speed of the motor, thereby reducing a size of themotor, and facilitating space saving and weight reduction.

4. During the mode switching process, the driving motor participates inthe drive, and there is no power interruption.

5. Two pure electric driving modes, two hybrid driving modes and fourengine direct driving modes can be achieved, thereby realizing manysystem modes and good economy.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a structure block diagram of a hybrid coupling mechanismaccording to an embodiment of the present disclosure;

FIG. 2 is a structure block diagram of a hybrid coupling mechanism in asingle-motor pure electric mode according to an embodiment of thepresent disclosure;

FIG. 3 is, a structure block diagram of a hybrid coupling mechanism in adual-motor pure electric mode according to an embodiment of the presentdisclosure;

FIG. 4 is a structure block diagram of a hybrid coupling mechanism in afirst hybrid driving mode according to an embodiment of the presentdisclosure;

FIG. 5 is a structure block diagram of a hybrid coupling mechanism in asecond hybrid driving mode according to an embodiment of the presentdisclosure;

FIG. 6 is a structure block diagram of a hybrid coupling mechanism in anengine direct driving mode (first gear) according to an embodiment ofthe present disclosure;

FIG. 7 is a structure block diagram of a hybrid coupling mechanism in anengine direct driving mode (second gear) according to an embodiment ofthe present disclosure;

FIG. 8 is a structure block diagram of a hybrid coupling mechanism in anengine direct driving mode (third gear) according to an embodiment ofthe present disclosure;

FIG. 9 is a structure block diagram of a hybrid coupling mechanism in anengine direct driving mode (fourth gear) according to an embodiment ofthe present disclosure; and

FIG. 10 is a lever diagram of a hybrid coupling mechanism according toan embodiment of the present disclosure.

DESCRIPTION OF THE REFERENCE SIGNS

100, fuel driven mechanism; 110, engine; 120, torsional damper; 130,first input shaft; 200, single row planetary gear mechanism; 210, firstsun gear; 220, first planetary gear; 230, first planetary carrier; 240,first gear ring; 300, clutch; 400, intermediate input shaft; 410, firstbrake; 500, compound planetary gear mechanism; 510, second planetarycarrier; 520, second sun gear; 530, second planetary gear; 540, thirdsun gear; 550, third planetary gear; 560, second gear ring; 570, secondbrake; 600, second electric driving mechanism; 610, driving motor; 620,third input shaft; 630, third brake; 700, first electric drivingmechanism; 710, generator; 720, second input shaft; 800, power outputgear mechanism; 810, first transmission gear; 820, first transmissionshaft; 830, second transmission gear; 840, third transmission gear; 900,differential mechanism.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Embodiments of the present disclosure are described in detail below, andthe examples of the embodiments are illustrated in the accompanyingdrawings, where the same reference numerals in the respective drawingsdenote the same parts. The embodiments described below with reference tothe drawings are intended to be illustrative of the present disclosureand are not to be construed as limiting the present disclosure.

As shown in FIG. 1, an embodiment of the present disclosure provides ahybrid coupling mechanism, which includes a fuel driven mechanism 100, asingle row planetary gear mechanism 200, a clutch 300, an intermediateconnecting shaft structure, a compound, planetary gear mechanism 500, afirst electric driving mechanism 700, a second electric drivingmechanism 600 and a power output mechanism. By means of the single rowplanetary gear mechanism 200, the clutch 300, the intermediateconnecting shaft structure and the compound planetary gear mechanism500, the fuel driven mechanism 100, the first electric driving mechanism700 and the second electric driving mechanism 600 can be dynamicallycoupled, power is output by the power output mechanism, multiple powerdriving modes can be achieved, and efficiency and economy of an entiresystem can be improved.

Specifically, as shown in FIG. 2, the fuel driven mechanism 100 includesan engine 110, a torsional damper 120 connected to the engine 110, and afirst input shaft 130 connected to the torsional damper 120. Thetorsional damper 120 may dampen power output by the engine 110, so thatthe first input shaft 130 smoothly outputs the power. Moreover, theclutch 300 corresponds to the first input shaft 130, so that the clutch300 may mesh with or may be separated from the first input shaft 130. Inaddition, the single row planetary gear mechanism 200 includes a firstsun gear 210 (non-rotatable) fixedly arranged, a first planetary carrier230 provided on the first input shaft 130, a first planetary gear 220provided on the first planetary carrier 230 and meshing with the firstsun gear 210, and a first gear ring 240 meshing with the first planetarygear 220, and the first gear ring 240 is connected to the compoundplanetary gear mechanism 500. Moreover, the intermediate connectingshaft structure includes an intermediate input shaft 400 connected tothe clutch 300, and a first brake 410 corresponding to the intermediateinput shaft 400, and the intermediate input shaft 400 is connected tothe compound planetary gear mechanism 500. When the clutch 300 mesheswith the first input shaft 130, the engine 110 may directly drive thecompound planetary gear mechanism 500 through the first input, shaft 130and the intermediate input shaft 400. When the clutch 300 is separatedfrom the first input shaft 130, the first input shaft 130 drives thesingle row planetary gear mechanism 200 (driving the first planetarycarrier 230, thereby driving the first planetary gear 220 and the firstgear ring 240), so as to drive the compound planetary gear mechanism500.

Moreover, the first electric driving mechanism 700 includes a generator710, and a second input shaft 720 connected to the generator 710, andthe intermediate input shaft 400 is connected to the second input shaft720 (the intermediate input shaft 400 and the second input shaft 720 canbe connect together and as an integrated one); the second electricdriving mechanism 600 includes a driving motor 610, and a third inputshaft 620 connected to the driving motor 610. Moreover, the second inputshaft 720 and the third input shaft 620 are both connected to thecompound planetary gear mechanism 500, and the compound planetary gearmechanism 500 is connected to the power output mechanism. The generator710 may drive the compound planetary gear mechanism 500 through thesecond input shaft 720, and power is output by the power outputmechanism. The driving motor 610 may drive the compound planetary gearmechanism 500 through the third input shaft 620, and power is output bythe power output mechanism. In an exemplary embodiment, the generator710 and the driving motor 610 may simultaneously drive the compoundplanetary gear mechanism 500.

In an exemplary embodiment, the compound planetary gear mechanism 500includes a second planetary carrier 510 connected to the first gear ring240, a second brake 570 corresponding to the second planetary carrier510, a second sun gear 520 connected to the second input shaft 720, athird sun gear 540 connected to the third input shaft 620, a secondplanetary gear 530 and a third planetary gear 550 provided on the secondplanetary carrier 510, and a second gear ring 560 meshing with the thirdplanetary gear 550. The second electric driving mechanism 600 furtherincludes a third brake 630 corresponding to the third input shaft 620,the second planetary gear 530 meshes with the second sun gear 520, thethird planetary gear 550 meshes with the third sun gear 540, the secondplanetary gear 530 meshes with the third planetary gear 550, and thesecond gear ring 560 is connected to the power output mechanism. Thegenerator 110 may drive the second sun gear 520, the second planetarygear 530 and the third planetary gear 550 through the intermediate inputshaft 400 so as to drive the second planetary carrier 510 and the thirdplanetary gear 550 through the first gear ring 240, thereby driving thesecond gear ring 560, so as to drive the power output mechanism torealize power output of the engine. The driving motor 610 may drive thethird sun gear 540 and the third planetary gear 550 through the thirdinput shaft 620 so as to drive the second gear ring 560, thereby drivingthe power output mechanism to realize power output of the driving motor.The generator 710 may drive the second sun gear 520, the secondplanetary gear 530 and the third planetary gear 550 through the secondinput shaft 720 so as to drive the second gear ring 560, thereby drivingthe power output mechanism to realize power output of the generator. Inthe present embodiment, the compound planetary gear mechanism may be setas a Lavina planetary gear mechanism.

In an exemplary embodiment, the hybrid coupling mechanism includes oneengine, two motors, one single row planetary gear mechanism, onecompound planetary gear mechanism, a shaft gear system and the like. Twomotors (i.e., the generator 710 and the driving motor 610) and theengine 110 are connected by two planetary-line gear mechanisms (i.e.,the single row planetary gear mechanism 200 and the compound planetarygear mechanism 500). The driving power required by a power wheel can beeffectively supplemented through the two motors, thereby more rationallyadjusting the power of the engine 110 and keeping a working state of theengine 110 not or less affected by road conditions, so that the engine110 can always work at the set optimal state to improve efficiency ofthe entire system and greatly improve fuel efficiency of the entiresystem. Moreover, the engine 110 and the generator 710 are connected bythe two planetary-line gear mechanisms, a speed ratio is adjustable, aspeed ratio range is large, and a volume of the generator 710 can bereduced; and in a hybrid mode, a speed can be adjusted by the twoplanetary-line gear mechanisms, a working range of the engine 110 isoptimized, and the economic performance of the generator 710 isimproved; In an exemplary embodiment, the driving motor 610 is connectedfor output through the planetary-line gear mechanism (i.e., the compoundplanetary gear mechanism 500), which can increase the speed ratio of thedriving motor 610, and facilitate the high speed of the motor, therebyreducing a size of the motor, and facilitating space saving and weightreduction.

In addition, as shown in FIG. 2 to FIG. 3, the hybrid coupling mechanismhas a pure electric driving mode, in the pure electric driving mode, thesecond brake 570 locks the second planetary carrier 510, so that thesecond planetary carrier 510 cannot rotate, and the clutch 300 isseparated from the first input shaft 130. At this time, the power of theengine 110 cannot be transferred by the intermediate input shaft 400 andthe second planetary carrier 510, and the compound planetary gearmechanism 500 is only driven by the driving motor 610 and the generator710, thereby realizing pure electric power output.

In an exemplary embodiment, as shown in FIG. 2, when only the drivingmotor 610 works, the driving motor 610 drives the compound planetarygear mechanism 500 through the third input shaft 620, and the hybridcoupling mechanism achieves a single-motor electric driving mode. Atthis time, the third input shaft 620 drives the third sun gear 540 torotate, so as to drive the third planetary gear 550 to rotate on its ownaxis, so as to drive the second gear ring 560 to rotate, thereby drivingthe power output mechanism to move by the second gear ring 560, so as toachieve a single-motor pure electric driving mode. In addition, as shownin FIG. 3, when the driving motor 610 and the generator 710simultaneously work, the driving motor 610 drives the compound planetarygear mechanism 500 through the third input shaft 620, and the generator710 drives the compound planetary gear mechanism 500 through the secondinput shaft 720, so as to achieve a dual-motor pure electric drivingmode. At this time, not only the third input shaft 620 drives the thirdsun gear 540 to rotate, but also the second input shaft 720 also drivesthe second sun gear 520 to rotate, so as to drive the second planetarygear 530 to rotate on its own axis, so that the third sun gear 540 andthe second planetary gear 530 are enabled to simultaneously drive thethird planetary gear 550 to rotate on its own axis, so as to drive thesecond gear ring 560 to rotate, thereby driving the power outputmechanism to move by the second gear ring 560, so as to achieve adual-motor pure electric driving mode. By switching the single-motorpure electric driving mode and the dual-motor pure electric drivingmode, the speed ratio under pure electric driving can be adjusted.

In addition, as shown in FIG. 4 to FIG. 5, the hybrid coupling mechanismhas a hybrid driving mode, that is, the engine 110 and the driving motor610 simultaneously perform a driving mode. In the hybrid driving mode,the engine 110 may drive the compound planetary gear mechanism 500, andthe driving motor 610 may also drive the compound planetary gearmechanism 500. Specifically, as shown in FIG. 4, the clutch 300 mesheswith the first input shaft 130, so that the first input shaft 130 isdirectly connected to the intermediate input shaft 400 through theclutch 300, the engine 110 can directly drive the second sun gear 520 ofthe compound planetary gear mechanism 500 through the first input shaft130 to rotate, so as to drive the second planetary gear 530 and thethird planetary gear 550 to rotate, thereby driving the second gear ring560 to perform engine drive on the power output mechanism. Moreover, thedriving motor 610 drives the third sun gear 540 through the third inputshaft 620, the third sun gear 540 also drives the third planetary gear550 to rotate, and the third planetary gear 550 also drives the secondgear ring 560 to rotate, so that the power output, mechanism can beelectrically driven. In this way, both the engine drive and the electricdrive of the power output mechanism can be achieved simultaneously,i.e., hybrid drive of the hybrid coupling mechanism is achieved. In anexemplary embodiment, as shown in FIG. 5, when the clutch 300 isseparated from the first input shaft 130, the first input shaft 130performs rotation drive on the first planetary carrier 230, the firstplanetary carrier 230 drives the first planetary gear 220 to rotatearound the first sun gear 210, so that the first planetary carrier 230drives the first gear ring 240, and the first gear ring 240 drives thesecond planetary carrier 510 to rotate. Thus, the engine 110 can drivethe second planetary carrier 510 of the compound planetary gearmechanism 500 through the single row planetary gear mechanism 200 torotate, so as to drive the third planetary gear 550 to rotate, therebydriving the second gear ring 560 to perform engine drive on the poweroutput mechanism. Moreover, the driving motor 610 drives the third sungear 540 through the third input shaft 620, the third sun gear 540 alsodrives the third planetary gear 550 to rotate, and the third planetarygear 550 also drives the second gear ring 560 to rotate, so that thepower output mechanism can be electrically driven. In this way, both theengine drive and the electric drive of the power output mechanism can beachieved simultaneously, i.e., hybrid drive of the hybrid couplingmechanism is achieved. That is, the engine 110 uses the first inputshaft 130 or the single row planetary gear mechanism 200 to drive thecompound planetary gear mechanism 500 by the clutch 300, the drivingmotor 610 drives the compound planetary gear mechanism 500 through thethird input shaft 620 to achieve hybrid driving, and the output speedratio can be adjusted by the clutch 300 and the brake.

Moreover, in the hybrid driving mode, the generator 710 may be used tostart the engine 110. In addition, in the hybrid driving, mode, thesecond planetary gear 530 will be driven by the second planetary carrier510 to rotate, so as to drive the second sun gear 520 to rotate, whichin turn drives the second input shaft 720 to rotate, so that thegenerator 710 can perform power generation. Moreover, it is alsopossible to store the generated electric energy for use or fortransmission to the driving motor 610 for use.

In addition, as shown in FIG. 6 to FIG. 9, the hybrid coupling mechanismhas an engine direct driving mode, that is, only the engine is used todrive the power output mechanism, both the generator 710 and the drivingmotor 610 do not output power, but the generator 710 may be used tostart the engine 110. In the engine direct driving mode, the third brake630 can be used to lock the third input shaft 620, or the first brake410 can be used to lock the second input shaft 720, or the second brake570 can be used to lock the second planetary carrier 510, so that thethird sun gear 540 is fixed and immovable, or the second sun gear 520 isfixed and immovable, or the second planetary carrier 510 is fixed andimmovable.

Moreover, as shown in FIG. 6 to FIG. 7, the third brake 630 locks thethird input shaft 620, and when the first input shaft 130 meshes withthe clutch 300, the first input shaft 130 directly drives the compoundplanetary gear mechanism 500 through the intermediate input shaft 400.At this time, a first-gear direct driving mode of the engine 110 can beachieved. Specifically, the clutch 300 meshes with the first input shaft130, so that the first input shaft 130 is directly connected to theintermediate input shaft 400 through the clutch 300, and the engine 110can directly drive the second sun gear 520 of the compound planetarygear mechanism 500 through the first input shaft 130 to rotate, so as todrive the second planetary gear 530 and the third planetary gear 550 torotate, thereby driving the second gear ring 560 to perform engine driveon the power output mechanism. Moreover, when the first input shaft 130is separated from the clutch 300, the single row planetary gearmechanism 200 drives the second planetary carrier 510 and the compoundplanetary gear mechanism 500 through the first gear ring 240. At thistime, a second-gear direct driving mode of the engine 110 can beachieved. Specifically, the clutch 300 is separated from the first inputshaft 130, so that the first input shaft 130 performs rotation drive onthe first planetary carrier 230, the first planetary carrier 230 drivesthe first planetary gear 220 to rotate around the first sun gear 210, sothat the first planetary carrier 230 drives the first gear ring 240, andthe first gear ring 240 drives the second planetary carrier 510 torotate. That is, the engine 110 can drive the second planetary carrier510 of the compound planetary gear mechanism 500 through the single rowplanetary gear mechanism 200 to rotate, so as to drive the thirdplanetary gear 550 (around the third sun gear 540) to rotate, therebydriving the second gear ring 560 to perform engine drive on the poweroutput mechanism.

In addition, as shown in FIG. 8 to FIG. 9, when the second brake 730locks the second planetary carrier 510, and when the first input shaft130 meshes with the clutch 300, the first input shaft 130 directlydrives the compound planetary gear mechanism 500 through theintermediate input shaft 400. At this time, a third-gear direct drivingmode of the engine 110 can be achieved. Specifically, the clutch 300meshes with the first input shaft 130, so that the first input shaft 130is directly connected to the intermediate input shaft 400 through theclutch 300, and the engine 110 can directly drive the second sun gear520 of the compound planetary gear mechanism 500 through the first inputshaft 130 to rotate, so as to drive the second planetary gear 530 andthe third planetary gear 550 to rotate, thereby driving the second gearring 560 to perform engine drive on the power output mechanism. Inaddition, when the first brake 410 locks the intermediate input shaft400 and the second input shaft 720, and when the first input shaft 130is separated from the clutch 300, the single row planetary gearmechanism 200 drives the second planetary carrier 510 and the compoundplanetary gear mechanism 500 through the first gear ring 240. At thistime, a fourth-gear direct driving mode of the engine 110 can beachieved. Specifically, the clutch 300 is separated from the first inputshaft 130, so that the first input shaft 130 performs rotation drive onthe first planetary carrier 230, the first planetary carrier 230 drivesthe first planetary gear 220 to rotate around the first sun gear 210, sothat the first planetary carrier 230 drives the first gear ring 240, andthe first gear ring 240 drives the second planetary carrier 510 torotate. That is, the engine 110 can drive the second planetary carrier510 of the compound planetary gear mechanism 500 through the single rowplanetary gear mechanism 200 to rotate, so, as to drive the secondplanetary gear 530 and the third planetary gear 550 to rotate, therebydriving the second gear ring 560 to perform engine drive on the poweroutput mechanism. In this way, the four-gear speed ratio of the enginecan be adjusted by the single row planetary gear mechanism 200 and thecompound planetary gear mechanism 500, the system modes are diverse, theefficiency is high, and the economy is good.

In an exemplary embodiment, the hybrid coupling mechanism furtherincludes a power battery connected to the generator 710 and the drivingmotor 720, wherein the hybrid coupling mechanism may automaticallyachieve switching of various driving modes according to an SOC (State ofCharge, also called battery remaining capacity) value of the powerbattery and a required output speed value. Further, the hybrid couplingmechanism switches a driving mode as follows:

At S100, a magnitude relationship between the SOC value of the powerbattery and a first threshold is determined, or a magnitude relationshipbetween the SOC value of the power battery and a first threshold and amagnitude relationship between the required output speed value and asecond threshold are simultaneously determined.

At S200, a driving mode of the hybrid coupling mechanism is switchedaccording to a determination result, such as a pure electric drivingmode, or a hybrid driving mode, or an engine direct driving mode.

Moreover, the first threshold is used to determine a level of the SOCvalue of the power battery, and the second threshold is used todetermine a level of the required output speed value. In someembodiment, the range of the first threshold and the second threshold isnot limited. Generally, it can be freely set according to a specificcontrol strategy. Under different control strategies, the values of thefirst threshold and the second threshold are different. After the firstthreshold and the second threshold are set, automatic determination isperformed, and automatic switching between three modes is performedaccording to the determination result.

In addition, when the brake is used for braking, the driving motor 610generates a braking torque to brake a wheel, and at the same time, aninduced current is generated in a motor winding to charge the battery,so that recovery of braking energy can be achieved. Therefore, in anexemplary embodiment, when the driving mode is switched, the followingprocess is further included:

At S300, during braking, the driving motor is controlled to generate abraking torque and an induced current is generated in a winding tocharge the power battery.

Moreover, as shown in FIG. 10, the above three types of power-coupleddriving modes are as follows in Table 1 below:

TABLE 1 Execution component Driving Use condition Mode Engine Generatormotor C1 C2 B1 B2 B3 SOC Speed Single-motor / / Drive ✓ High Full speedpure electric Dual-motor / Drive Drive ✓ High Full speed pure electricHybrid Drive Power Auxiliary ✓ / Medium-low driving mode generation,drive speed 1 (E-CVT1) engine start Hybrid Drive Power Auxiliary ✓ /Medium-low driving mode generation, drive speed 2 (E-CVT2) engine startEngine direct Drive Engine / ✓ ✓ / Low speed drive (first start gear)Engine direct Drive Engine / ✓ ✓ / Medium-low drive start speed (secondgear) Engine direct Drive Engine / ✓ ✓ / Medium-high drive (third startspeed gear) Engine direct Drive Engine / ✓ ✓ / High speed drive (fourthstart gear)

Wherein, C1 indicates that the first input shaft 130 is separated fromthe clutch 300, and C2 indicates that the first input shaft 130 mesheswith the clutch 300. B1 indicates the first brake 410, B2 indicates thesecond brake 730, and B3 indicates the third brake 630.

When the SOC value is high and the required output speed is a fullspeed, B2 can be braked to start the pure electric driving mode.Moreover, a single-motor pure electric driving mode may be startedspecifically, and the compound planetary gear mechanism 500 may bedriven by the driving motor 610; in addition, a dual-motor pure electricdriving mode may be started, the compound planetary gear mechanism 500may be driven by the generator 710 and the driving motor 610simultaneously.

When the required output speed is a medium-low speed, a hybrid drivingmode (E-CVT) can be started. Moreover, by selecting C1 or C2, the hybriddriving mode 1 or the hybrid driving mode 2 can be achieved. In thiscase, the engine 110 is used as a main power to drive the compoundplanetary gear mechanism 500, and the drive motor 610 is used as anauxiliary power to drive the compound planetary gear mechanism 500.Moreover, in the process, the generator 710 can be used to start theengine 110, and the generator 710 can also be used to generateelectricity.

In addition, when the required output speed is a low speed, a medium-lowspeed, a medium-high speed, or a high speed, an engine direct drivingmode can also be started. Specifically, C1 or C2 can be selected, and B3or B2 or B1 can be selected for braking, first-gear direct drive,second-gear direct drive, third-gear direct drive or four-gear directdrive of the engine can be achieved. In this process, the generator 710can be used to start the engine 110.

In addition, as shown in FIG. 1, the power output mechanism includes apower output gear mechanism 800 connected to the compound planetary gearmechanism 500, a differential mechanism 900 connected to the poweroutput gear mechanism 800, and a power output shaft connected to thedifferential mechanism 900. In various driving modes, power isultimately transmitted to the power output gear mechanism 800 of thepower output mechanism through the compound planetary gear mechanism500, the power output gear mechanism 800 transmits the power to thedifferential mechanism 900, and the power output shaft and a wheel(i.e., a power wheel) connected to the power output shaft are driven bythe differential mechanism 900.

In an exemplary embodiment, the power output gear mechanism 800 mayinclude a first transmission gear 810 meshing with the second gear ring560 of the compound planetary gear mechanism 500, a first transmissionshaft 820 connected to the first transmission gear 810, a secondtransmission gear 830 connected to the first transmission shaft 820, anda third transmission gear 840 meshing with the second transmission gear830, wherein the third transmission gear 840 can be connected to thedifferential mechanism 900 to transmit the power output from thecompound planetary gear mechanism 500 to the differential mechanism 900and the power output shaft.

In addition, some embodiments of the present disclosure also provide amotor vehicle, including the hybrid coupling mechanism described above.By providing the hybrid coupling mechanism, an engine and a generatorare connected by a planetary gear mechanism (i.e., the single rowplanetary gear mechanism and the compound planetary gear mechanism), theoutput speed ratio can be adjusted by changing the meshing situation ofthe engine and the generator with the single row planetary gearmechanism and the compound planetary gear mechanism through a brake anda clutch, the speed ratio range is large, and a rotate speed of thegenerator is higher than a rotate speed of the engine, so that thetorque demand of the generator is reduced, and the volume of thegenerator can be reduced. Moreover, in a hybrid driving mode, the speedcan be adjusted by adjusting the meshing situation of the single rowplanetary gear mechanism and the compound planetary gear mechanism,working range of the engine is optimized, and economic performance ofthe engine is improved. In addition, a driving motor is connected foroutput through the planetary gear mechanism (i.e., the compoundplanetary gear mechanism), which can increase the speed ratio of thedriving motor, and facilitate the high speed of the motor, therebyreducing a size of the motor, and facilitating space saving and weightreduction. In addition, during the switching process of various drivingmodes, the driving motor participates in the drive, and there is nopower interruption. In addition, two pure electric driving modes, twohybrid driving modes and two (or four) engine direct driving modes canbe achieved, thereby realizing many system modes and good economy.

In addition, it is also to be understood that in some embodiments of thepresent disclosure, the positional relationship indicated by the terms“lower”, “upper”, “front”, “back”, “left”, “right”, “inside”, “outside”,“top”, “bottom”, “one side”, “the other side”, “one end”, “the otherend”, etc. is based on the positional relationship shown in thedrawings; the terms “first”, “second”, and “third” are used todistinguish different structural components. These terms are only forthe purpose of describing some embodiments of the present disclosure andsimplifying the description, and are not to be construed as limitingsome embodiments of the present disclosure.

The technical features of the above-described embodiments may bearbitrarily combined. For the sake of brevity of description, allpossible combinations of the technical features in the above embodimentsare not described. However, as long as there is no contradiction betweenthe combinations of these technical features, all should be consideredas the scope of this description.

The above embodiments are merely illustrative of several implementationmanners of some embodiments of the present disclosure with specific anddetailed description, and are not to be construed as limiting the patentscope of some embodiments of the present disclosure. It is to be notedthat a number of variations and modifications may be made by those ofordinary skill in the art without departing from the conception of someembodiments of the present disclosure, and all fall within the scope ofprotection of the present disclosure. Therefore, the scope of protectionof the present disclosure should be determined by the appended claims.

What is claimed is:
 1. A hybrid coupling mechanism, comprising a fueldriven mechanism, a single row planetary gear mechanism, a clutch, anintermediate connecting shaft structure, a compound planetary gearmechanism, a first electric driving mechanism, a second electric drivingmechanism and a power output mechanism, wherein the fuel drivenmechanism comprises an engine, and a first input shaft connected to theengine, the clutch corresponding to the first input shaft; the singlerow planetary gear mechanism comprises a first sun gear fixedlyarranged, a first planetary carrier provided on the first input shaft, afirst planetary gear provided on the first planetary carrier and meshingwith the first sun gear, and a first gear ring meshing with the firstplanetary gear; the intermediate connecting shaft structure comprises anintermediate input shaft connected to the clutch, and a first brakecorresponding to the intermediate input shaft; the first electricdriving mechanism comprises a generator, and a second input shaftconnected to the generator, and the second electric driving mechanismcomprises a driving motor, and a third input shaft connected to thedriving motor; and the intermediate input shaft is connected to thesecond input shaft, the first gear ring, the second input shaft and thethird input shaft are connected to the compound planetary gearmechanism, and the compound planetary gear mechanism is connected to thepower output mechanism.
 2. The hybrid coupling mechanism as claimed inclaim 1, wherein the compound planetary gear mechanism comprises asecond planetary carrier connected to the first gear ring, a secondbrake corresponding to the second planetary carrier, a second sun gearconnected to the second input shaft, a third sun gear connected to thethird input shaft, a second planetary gear and a third planetary gearprovided on the second planetary carrier, and a second gear ring meshingwith the third planetary gear; and the second electric driving mechanismfurther comprises a third brake corresponding to the third input shaft,the second planetary gear meshes with the second sun gear, the thirdplanetary gear meshes with the third sun gear, the second planetary gearmeshes with the third planetary gear, and the second gear ring isconnected to the power output mechanism.
 3. The hybrid couplingmechanism as claimed in claim 2, wherein the hybrid coupling mechanismhas a pure electric driving mode, and in the pure electric driving mode,the second brake locks the second planetary carrier; when the drivingmotor drives the compound planetary gear mechanism through the thirdinput shaft, a single-motor electric driving mode is achieved; and whenthe driving motor drives the compound planetary gear mechanism throughthe third input shaft, and the generator drives the compound planetarygear mechanism through the second input shaft simultaneously, adual-motor pure electric driving mode is achieved.
 4. The hybridcoupling mechanism as claimed in claim 2, wherein the hybrid couplingmechanism has an engine direct driving mode, and in the engine directdriving mode, the third brake locks the third input shaft; and when thefirst input shaft is connected to the clutch, the first input shaftdirectly drives the compound planetary gear mechanism through theintermediate input shaft, and when the first input shaft is separatedfrom the clutch, the first input shaft drives the first gear ringthrough the first planetary carrier and drives the second planetarycarrier and the compound planetary gear mechanism through the first gearring.
 5. The hybrid coupling mechanism as claimed in claim 2, whereinthe hybrid coupling mechanism has an engine direct driving mode, and inthe engine direct driving mode: when the second brake locks the secondplanetary carrier, and when the first input shaft is connected to theclutch, the first input shaft directly drives the compound planetarygear mechanism through the intermediate input shaft; and when the firstbrake locks the intermediate input shaft and the second input shaft, andwhen the first input shaft is separated from the clutch, the first inputshaft drives the first gear ring through the first planetary carrier anddrives the second planetary carrier and the compound planetary gearmechanism through the first gear ring.
 6. The hybrid coupling mechanismas claimed in claim 2, wherein the hybrid coupling mechanism has ahybrid driving mode, in the hybrid driving mode, the engine drives thecompound planetary gear mechanism through the first input shaft or thesingle row planetary gear mechanism, and the driving motor drives thecompound planetary gear mechanism through the third input shaft.
 7. Thehybrid coupling mechanism as claimed in claim 1, further comprising apower battery connected to the generator and the driving motor, whereinthe hybrid coupling mechanism automatically achieves switching ofvarious driving modes according to a State of Charge (SOC) value of thepower battery and a required output speed value.
 8. The hybrid couplingmechanism as claimed in claim 7, wherein a process of the hybridcoupling mechanism switches a driving mode is as follows: determining amagnitude relationship between the SOC value of the power battery and afirst threshold, or simultaneously determining a magnitude relationshipbetween the SOC value of the power battery and the first threshold and amagnitude relationship between the required output speed value and asecond threshold; and switching a driving mode of the hybrid couplingmechanism according to a determination result.
 9. The hybrid couplingmechanism as claimed in claim 1, wherein the power output mechanismcomprises a power output gear mechanism connected to the compoundplanetary gear mechanism, and a differential mechanism connected to thepower output gear mechanism; and the power output gear mechanismcomprises a first transmission gear meshing with the compound planetarygear mechanism, a first transmission shaft connected to the firsttransmission gear, a second transmission gear connected to the firsttransmission shaft, and a third transmission gear meshing with thesecond transmission gear, the third transmission gear being connected tothe differential mechanism.
 10. A motor vehicle, comprising the hybridcoupling mechanism as claimed in claim
 1. 11. The hybrid couplingmechanism as claimed in claim 2, further comprising a power batteryconnected to the generator and the driving motor, wherein the hybridcoupling mechanism automatically achieves switching of various drivingmodes according to a State of Charge (SOC) value of the power batteryand a required output speed value.
 12. The hybrid coupling mechanism asclaimed in claim 3, further comprising a power battery connected to thegenerator and the driving motor, wherein the hybrid coupling mechanismautomatically achieves switching of various driving modes according to aState of Charge (SOC) value of the power battery and a required outputspeed value.
 13. The hybrid coupling mechanism as claimed in claim 4,further comprising a power battery connected to the generator and thedriving motor, wherein the hybrid coupling mechanism automaticallyachieves switching of various driving modes according to a State ofCharge (SOC) value of the power battery and a required output speedvalue.
 14. The hybrid coupling mechanism as claimed in claim 5, furthercomprising a power battery connected to the generator and the drivingmotor, wherein the hybrid coupling mechanism automatically achievesswitching of various driving modes according to a State of Charge (SOC)value of the power battery and a required output speed value.
 15. Thehybrid coupling mechanism as claimed in claim 6, further comprising apower battery connected to the generator and the driving motor, whereinthe hybrid coupling mechanism automatically achieves switching ofvarious driving modes according to a State of Charge (SOC) value of thepower battery and a required output speed value.
 16. The hybrid couplingmechanism as claimed in claim 2, wherein the power output mechanismcomprises a power output gear mechanism connected to the compoundplanetary gear mechanism, and a differential mechanism connected to thepower output gear mechanism; and the power output gear mechanismcomprises a first transmission gear meshing with the compound planetarygear mechanism, a first transmission shaft connected to the firsttransmission gear, a second transmission gear connected to the firsttransmission shaft, and a third transmission gear meshing with thesecond transmission gear, the third transmission gear being connected tothe differential mechanism.
 17. The hybrid coupling mechanism as claimedin claim 3, wherein the power output mechanism comprises a power outputgear mechanism connected to the compound planetary gear mechanism, and adifferential mechanism connected to the power output gear mechanism; andthe power output gear mechanism comprises a first transmission gearmeshing with the compound planetary gear mechanism, a first transmissionshaft connected to the first transmission gear, a second transmissiongear connected to the first transmission shaft, and a third transmissiongear meshing with the second transmission gear, the third transmissiongear being connected to the differential mechanism.
 18. The hybridcoupling mechanism as claimed in claim 4, wherein the power outputmechanism comprises a power output gear mechanism connected to thecompound planetary gear mechanism, and a differential mechanismconnected to the power output gear mechanism; and the power output gearmechanism comprises a first transmission gear meshing with the compoundplanetary gear mechanism, a first transmission shaft connected to thefirst transmission gear, a second transmission gear connected to thefirst transmission shaft, and a third transmission gear meshing with thesecond transmission gear, the third transmission gear being connected tothe differential mechanism.
 19. The hybrid coupling mechanism as claimedin claim 5, wherein the power output mechanism comprises a power outputgear mechanism connected to the compound planetary gear mechanism, and adifferential mechanism connected to the power output gear mechanism; andthe power output gear mechanism comprises a first transmission gearmeshing with the compound planetary gear mechanism, a first transmissionshaft connected to the first transmission gear, a second transmissiongear connected to the first transmission shaft, and a third transmissiongear meshing with the second transmission gear, the third transmissiongear being connected to the differential mechanism.
 20. The hybridcoupling mechanism as claimed in claim 6, wherein the power outputmechanism comprises a power output gear mechanism connected to thecompound planetary gear mechanism, and a differential mechanismconnected to the power output gear mechanism; and the power output gearmechanism comprises a first transmission gear meshing with the compoundplanetary gear mechanism, a first transmission shaft connected to thefirst transmission gear, a second transmission gear connected to thefirst transmission shaft, and a third transmission gear meshing with thesecond transmission gear, the third transmission gear being connected tothe differential mechanism.